Convertible railway-gar



No.- 623,764. Patented Apr. 25, I899.

. J. A. BRILL.

CONVERTIBLE RAILWAY CAR.

(Application filed Sept. 17, 1898.)

(No Model.) 8 Shaats$heet l.

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No. 623,764. Patented Apr. 25,. I899. J. A. BRILL.

CONVERTIBLE RAILWAY GAB.

(Application filed Sept. 17, 1898.) (No Model.) 8 Sheets-Sheen.

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Patented Apr. 25, I899. J. A. BRILL.

CONVERTIBLE RAILWAY GAR.

(Application filed Sept. 17, 1898.)

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No. 623,764. Patented Apr. 25, I899.- J. A. BRILL.

CONVERTIBLE RAILWAY CAR.

(Application filed Sept. 1'7, 1898.)

(No Model.) 8 Sheets-Shoat 5.

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No. 623,764. Patented Apr. 25, I899.

' J. A.'BBILL. CONVERTIBLE RAILWAY GAB.

(Application filed Sept. 17, 1898.)

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No. 623,764.- Patented Apr. 25, I899. J. A. BRILL.

CONVERTIBLE RAILWAY GAR.

(Application filed. Sept. 17, 1898.)

(No Model.)

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No. 623,764. Patented Apr. 25, I899. J. A. BRILL.

CONVERTIBLE RAILWAY DAB.

(Application filed Sept. 1'7, 1898.) I (N0 Model.) 8 Sheeta8heet 8.

7up's ma UNTTED STATES PATENT QEETcE,

JOHN-A. BRILL, OF PHILADELPHIA, PENNSYLVANIA.

CONVERTIBLE RAILWAY-CAR,

SPECIFICATION forming part of Letters Patent No. 623,764, dated April 25, 1899.

Application filed September 17, 1898. fierial No. 691,170. (No model) To all whom, it may concern.

Be it known that I, JOHN A. BRILL, a citizen of the United States, residing in the city and county of Philadelphia, State of Pennsylvania, have made certain new and useful Improvements in Convertible Railway-Cars, of

which the following is a specification.

My invention relates to improvements in the class of railway-cars known as convertible or combination cars, which can be converted from an open or summer car to a closed or winter car, or vice versa.

For many years attempts have been made to provide devices whereby the ordinary cars then in use could be readily converted from the open to closed class, or vice versa, with but varying success, as each of these devices required either an absolutely new construction of car or employed so many complicated devices that its use was impaired, or, where simplicity was sought for, if'it was at all attained, it was secured by sacrificing the appearance of the car.

It is the aim and object of my invention to maintain the general appearance of the car now in use and instead of complicating its construction to simplify it and to employ the various devices wherein the hereinafter-described results are attained without sacrificing the appearance of the car or rendering the use of such devices more difiicult through unnecessary complications.

As a general rule all cars which are intended for use during the summer months and which are called summer cars have transverse seats which extend clear across the car, while others are provided with transverse seats and a longitudinal aisle between them, and both have openings extending out of the car side onto a longitudinal step located below the flooring of the car, allowing passage between the seats during exit and entrance to the sides of the car, on the one hand, and movement from the platform-door at the end on the other. It is to this class of car that my improvements are mainly intended for use, the main object, as before suggested, being to utilize the transverse-seat open car having apertures in its side extending substantially from the sills to the roof for the purpose of converting it into a winter car, the sides of which when closed bear absolute or substantial resemblance to the permanently-fixed sides of a closed car, said closure being eifective againstthe elements and against rattling and shaking.

Many attempts have been made to convert closed cars into open cars, the said cars having been provided with a continuous fixed panel between the belt'rail and the sills with either transverse or longitudinally-disposed seats. The devices for converting this class of car into what has been called an open car consisted in nothing more or less than a series of movable shutters adapted to open the sides of the car above the belt-rail, which devices acted in substantially the same way as the window-sashes at present do, the lower fixed panel completely and permanently closing the sides of the car below the belt-rail. It is plain that such a kind of car cannot be used for the purpose of side entry or exit and is not a true open or summer car when converted as above recited in any sense of the word.

Where devices have apparently been efiicient for the purpose of closing the sides of an open car, such devices have involved a side post or stanchion of considerable depth or thickness, owing to the presence of a plurality of separated grooves, or such devices required that the car be conformed in horizontal crosssection on the arc of a circle, giving the car a circular appearance, which not only required a special construction of car to suit the particular devices employed, but substracted from the interior area of the car, giving it more transverse bulge or extension at its upper portion in order to lay outthe curve of the arc, thus rendering its employment impossible or hazardous in cities having narrow streets, or unnecessary height must be given to the car in order that the arc of the circle in which said devices are intended to move may be of sufficient length to accommodate said devices without unnecessarily increasing the bulge or width of the car or reducing its internal area, and one of the most serious objections to the employment of devices of this class, for which the car has to be specially conformed, is that they when not in use or when the car is used as an open car lie across the roof of the car and in a measure, it not absolutely, obstruct the upper or root ventilation or render it more difficult of accomplishment. An attempt has also been made to do away with the objectionable feature of a multiplicity of grooves in the side posts with the object of reducing the depth of the posts for obvious reasons. The means for accomplishing this end compelled a segmental formation of the ear and a continuation of the side posts around the car from sill to sill, thereby increasing the cost of the construction of the posts. The grooves which were eccentric in the roof-section of the posts and the panels which were to move in the grooves were necessarily disposed almost completely across the upper portion of the car to store them out of the way when converting the car from the closed to the open class. This construction has many serious objections, inasmuch as it would require not only the specially-constructed circular form of car before referred to, but necessitates the employment of devices attached to the panels to bring them back to their position when reconversion of the car from open to the closed form is desired.

Another form of so-called convertible car has been shown in a prior patent, in which the side posts of the completely open car have been provided with a groove leading from an intermediate portion of the post about on the line with the usual belt-rail to a point up into the roof, the grooves being adapted to carry a compound panel consisting of a sliding sash movable in the grooves on trunnions or studs, with a sash pivoted to the bottom of the lower panel, the lower sash being adapted to be swung down between the posts to close the space between them, the lower panel not being guided in any of its movements by a groove, but being carried bodily by the upper sash or panel moving in the grooves. This device is impracticable for many reasons, among which it would require the removal of the transverse seats in order to properly swing the lower sash or panel into place or away from the side of the car, stops would have to be provided to limit its outward movement, which stops might interfere with the egress from or ingress to the transverse aisles between the seats, there would be considerable dilllculty in closing up the seam between the edges of the lower and swinging panel and the posts and making the device weather-tight, and when the compound panel was raised up into the roof for the purpose of converting the so-called closedcar into an open car this compound panel having the lower sash a fixture would project out into the interior space of the car, or if a casing were made to receive said compound panel, such as the usual roof-linings, it would project unneeessarilyaml disadvantageously into the space of the car by reason of the fact that the parts of the panel were inseparable. It has also been attempted in open cars to provide the same with a series of curtain devices consistingof aseries of articulated shutters, each shutter moving in a separate groove in the side posts, the grooves being diverted from a substantially vertical plane as they ascend the post to a substantially horizontal plane where they run under the roof of the car. This construction requires great depth of post, and in the construction referred to the overlapping shutter ends were not closely abutted and means other than the shutter itself had to be employed to make the side of the car weatherproof. In fact in this latter construction it was notintended that the shutters should be employed for the purpose of converting an open car as such into a closed car as such, and where these articulated shutters carried glass panels they were necessarily very small and of little utility.

It is therefore the object of my invention not only to dispense with the complicated and inefficient devices which have preceded my invention in attempts to accomplish these results, but to simplify, cheapen, and make them more efficient and render their employment more expeditions in every relation allowing of their use in cars of the accepted type, the latter being highly important for obvious reasons.

In carrying out the preferred form of my invention I utilize a car-body having platforms at either or both ends with doors thereat and which have side posts or stanchions leading from the floor or side sills to the upper portion or roof, and in the opposed sides of these posts are located grooves one of which is preferablyat the bottom of the other, thereby forming a duplex groove or intercommunicating grooves at that point, and near the upper portions of these posts said grooves diverge and pass in separate lines along a horn or continuation of the posts that extends from the substantially upright portions of said posts to beneath the roof of the car, and in these grooves are located a pl urality of closing sections or panels comprising a lower or base panel and an upper or sash panel, which sections are adapted to lie one above the other in the same vertical plane when lowered to close the car side and to lie one under the other under the roof of the car when raised. The lower section will when lowered to close the car side constitute the outer wall or base-panel of the closed carbody and the upper sash will lie upon the same, so that the general appearance will be substantially similar to that of the ordinary closed car-bod y.

The invention further consists in the novel details of improvement and the combination of parts that will be more fully hereinafter set forth and then pointed out in the claims.

Reference is to be had to the accompanying drawings, forming part hereof, whcrein Figure l is a side elevation of a portion of a car-body embodying my improvements, showing the panels lowered to form a closed car, with platform entrance to the interior. Fig. 2 is a vertical cross-section thereof, showing one side closed and one side open. Fig. 3 is an enlarged detail sectional View of the upper portion of the car-body at the roof, showing the base-panel and sash-panel separated and held in their respective grooves beneath the roof, stored out of the way while the car is being used as an open car. Fig. 4: is acrosssection, enlarged, on the line 4 4 in Fig. 2. Fig. 5 is a cross-section, enlarged, on the line 5 5 in Fig. 2. Fig. 6 is a side elevation of the side post made in one piece and detached, and Fig. 7 is a rear elevation thereof. Figs. 8, 9, and 10 are respectively enlarged sections on the'lines a a, l) b, and 0 o, Fig. (5. Fig.- 11 is a detail edge view of the base-panel and the sash-panel, showing the latter surmounting the former. Fig. 12 is a face view thereof; Fig. 13 is a view corresponding to Fig. 11, showing a modified form of base-panel. Fig. 14 is a side view thereof. Fig. 15 is a view showing the seats of a certain form arranged for conversion into open or closed car form. Fig. 16 is a side elevation of one of the fixed seats. Fig. 17 is an elevation of the arm-rest of one of the fixed seats and a detachable back for the detachable seat, showing the detachable connection. Fig. 18 is a rear view of the detachable seat. Fig. 19 is a plan and Fig. 20 an end view thereof. Fig. 21 is a plan view of the arm-rest, and Figs. 22 and 23 are respectively a plan view and side elevation of a modified form of seat-panel.

In the accompanying drawings, in which similar letters and numerals of reference indicate corresponding parts in the several views, 1 indicates generally the car-body, which may be of any suitable construction, with the exceptions hereinafter noted, and 2 are the seats, which are preferably placed transversely, but may in some cases be located longitudinally, if desired. The car has side steps 1, end platform 1, and end doors 1 (Shown diagrammatically in Fig. 2.)

At 3 are side posts or stanchions which extend vertically from the floor or bottom sills of the car to the roof, against which posts the seatpanels a are secured, the posts carrying all the grooves, sashes; and panels, and ourtains on the outside of the seat-panels. -The upper ends of these posts are shown secured to a longitudinal top rail and panel 4, which I make in one piece and which takes the place of the separated top rail and panel used in prior constructions, to which panel the carlines 4. and side roof-boards 5 are secured. Interiorly the head-lining 6 is secured to the finishingstrip 6 (when the post is built up) or directly to the post when made in one piece, as hereinafter described, which with the ventilatorrail 9, to which the extreme end of the post is secured, form a space 7 ,within which the basepanel and sash-panel are held and contained when the car is being used as an open car, the balance of the roof being constructed in the usual way, with ventilators and upper deck 0, as shown in Fig. 2. Any other form of carcan be developed with my improvements, so I do not limit myself to this exact construction. For the sake of cheapness I make the post in two pieces 3 S.

The upper ends of posts 3 are shown recessed at 3 and provided with a step 3, (shown by full lines in Fig. 3,) upon which rests one end of a curved brace or horn 8, which constitutes a continuation of the post 3 and to the end of which the rail 9 is secured, which horn lies beneath and follows the contour of the roof 5. It will be understood that there is one of these horns 8 to each post 3, and the sides of the posts 3 and the horns are flush, or, in other words, said braces are the same thickness as the posts. This is one method of making the postviz., in sections; but it is apparent that the same may be made in one piece, if desired, as shown in Figs. 6 to 10, in which the post proper, 3, and horn or extension 8 are made in one piece and the hereinafter-described grooves are formed in its sides.

Both forms of posts are provided alike with grooves, as follows: At 10 is a groove formed in the sides of the intermediate posts, (or on one side of the end posts,) which groove extends from the bottom of the post up along the same and enters the horn 8 and terminates at the'rail 9 or at any other desired point, being curved under the roof 5, as clearly indicated in Fig. 4. There is one of such grooves 1 10 on each side fore and aft of the posts 3 and horn 8.

Com mencing at a point substantially where the belt-rail would be in usual closed car and at the bottom of the grooves 10 are formed grooves 11, which are preferably narrower than the grooves 10, the grooves 10 and 11 being preferably parallel and intercommunieating for a portion of their length. The grooves 11 do not extend throughout the entire length of grooves 10, but at a suitable distance below the top rail and panel 4. said grooves separate or diverge, as shown in Figs. 3 and 7, the arc of the groove 10 where it diverges following substantially the outline of the inner portion of the car, and being longer and struck on a greater radius than the groove 11 allows of the groove 11 being disposed on a shorter curve, permitting the storage of the sash-panel and reducing the friction on the base'panel in the groove 10, the groove 11 following the curve of the roof substantially.

The grooves 10 and 11 in the posts 3 may be formed in part by means of strips 12, secured on the sides of said posts, as shown in Fig. 5, the arrangement being as follows: The post 3 is shown cut away on the side to form two steps 10 10, and the strip 12 is correspondinglycut to form steps 12 12, and these steps are so arranged as to be opposed, whereby the grooves 10 and 11 are formed on opposite sides of the posts In order to provide for the curtain, (hereinafter described,) toward the inner side of the post vertical grooves 13 are formed in the posts,which extend partially into the lower ends of the horns S and open out at a shoulder 8, above which is the curtain-casing and which defines the recess in the horn of the post into which the headlining 6 and finishing-strip 6 are let. These grooves are shown formed by an L-shaped recess 13 in the strip 12 and by a finishingstrip 14, that extends upwardly along the inner face of posts 3 to the shoulder S. The groove 11 does not necessarily extend entirely to the bottom of the post 10, but stops at a point aboutin line with the seat, as shown in Fig. 2.

The grooves 10 are adapted to receive the edges of the vertically-movable flexible basepanels 15, as well as the sash-panels 1(3, whereby said panels and sashes may be raised and lowered. The panels 15 when lowered constitute the side walls of the car-body, and the panels 16 extend vertically above them and in the same plane, because the grooves 11 are for the greater part of the distance between the sills and top rail 4: or opening in the ear side parallel with the grooves 10, as clearly shown in Fig. 5.

The edges of the panels 15 are guided in the grooves 10, and the panels 10 have pins or truunions 17, that project through the grooves 10 and into the grooves 11, the trunnions being either let into the frame 17 of the panel or secured by a frame 17 thereto, as shown in Fig. 5. The sections 15 are flexible, and for this purpose they are composed of thin plates of vulcanized fiber or other composition material, wood, metal, or like self-supporting material 15, the plate being presented to the exterior of the car, and for the purpose of strengthening the plates cleats 18 are secured to said plates either distanced apart or close together. I prefer that these cleats or ribs be separated or spaced, as shown in Figs. 11 and 12. Both the plate and the ribs move in the groove 10, (the panel 15 being wider than the panel 16,) so that the space between the posts is effectively sealed. By supporting the flexible plate on the ribs it can be made of much stiffer material than could one not so supported, and the ribs not only reduce the friction resulting from the movement of the plate in the groove 10, but divides up the strain, so as to cause the plate to more readily conform to the curvate of the groove besides strengthening the plate at all points. I prefer to make the plate of metahwhich may be painted exteriorly, if desired, or preferably I use a metal capable of being oxidized on its exposed surface to conform to the general color scheme of the car, and in order to finish it off on the inside a carpet or other flexible lining 15 Fig. 11, maybe employed. However, a sheet or plate of vulcanized or compressed fiber may be used, and I include this kind of plate, broadly, in some of the claims herein. Among the metal plates which I have found sufficiently flexible, homogeneous, self-supporting, and otherwise suitable for this purpose are galvanized iron and brass. lVhenthese inetal plates are employed, the car can be finished without paint, so far as the base-panels are concerned, and the surface of the plates may be oxidized or otherwise treated to produce new and pleasing results. In this regardI consider myself to be the first to have employed an exterior panel on a car and to have finished the same without paint, such as by oxidizing or a like treatment.

The upper or top cleat 18 takes the place of the usual belt-rail and is adapted to have the sash-panel 16 rest upon it, and to make a tight joint the cleat 18 is shown provided with a bead 18" to receive a groove 16 in the lower rail of the sash. (See Fig. 11.)

By preference the sash-panel 1G is made in two portionsa lower wide portion 10" and an upper narrow portion 1U-and they are pivoted together by hinges 19,50 that the sash may bend when pushed up under the roof, as shown in Figs. 3 and 4. In order to enable the section 15 to be raised and lowered in its grooves, the same may be provided with a socket-piece 20. (See dotted lines in Fig. 1.) In order to allow the lower rail of the sash 16" to properly clear the top rail l While it is being raised into the pocket 7, the said rail is recessed on the inner side, as shown at 4:, Fig.

Both sections of the sash-panel carry panes of glass, thus providing light at the sides when down, and when in use as a closed car the sash'pancl can be raised up into the pocket 7 to temporarily open the sides of the car, the friction of the upper trunnions in the groove 11 while the upper section 16 is in an almost horizontal position sustaining the entire panel in place. However, stops may be used for this purpose, if desired.

The articulated sash-panel formed by the sections 16 16 hinged together and the grooves 1011 being disposed in the pocket 7 on the posts on curves of varying radii allows the base-panel15 to lie in the groove 10 close to the inner side or head-lining of the car, its flexibility allowing it to partake of the curve of the groove 10, which is of greater radius than groove 11, while the straight sections of the sash-panel, the frames of which are free from any groove, they being supported by the trunnions in the groove 11, lie over the panel 15 in the pocket 7. It will be noticed that between the top rail 4 and the ventilator-rail 9,01, in other words, substantially the extremes of the upper and enlarged portions of the posts, the grooves 10 and 11 are wider apart centrally and approach each other at the upper end of the horn 8 and the vertical portion of the posts. This disposition of the groove 11 in relation to the groove 10 gives great freedom of movement to the inflexible sections of the sash-panel and keeps it entirely free during all of its movements from contact with the base-panel, as clearly shown in Fig. 3, while the short or low section 10 of the panel 16 lies in the contracted or upper portion of the pocket 7, the groove 11 at this point approaching a horizontal position, the trunnions on the sash-panel being placed one on each side of the upper rail of the uppersection 16 and one on each side of the upper rail of the section 16 for this very purpose.

In converting the car from closed to open the sash-panel 16 is first raised into the position shown in Figs. 2 and 3 and the basepanel raised after it. In recon verting the car the base-panel is lowered into position and then the sash-panel lowered on top of it, the groove 11 and trunnions 1'7 maintaining the sash-panel firmly in position against the top rail 4 and rail 18 Instead of making the section 15 from a flexible plate 15 and ribs 18 the same may be composed of a plurality of slats 15 placed contiguous and having their edges suitably grooved or matched and connected together by a wire or wires 15 passing through alined apertures in said slats, as shown in Figs. 14 and 15.

As before stated, it is my object to completely convert a closed into an open car, or

vice versa.

In prior constructions where devices have been employed for converting cars into open or closed and where seats extending transverselyfrom the side posts have been present a longitudinal aisle existed between the ends of the seats, so that when the said car was used as an open car the space between the adjacent ends of the transverse seats Was entirely lost, no devices being present for extending the conversion to the seats as well.

One of my improvements herein consists in providing a certain form of detachable seator seat-and-back sections adapted to be readily secured in place to fill up the aisle between the inner seat ends and to be readily detached for storage, whereby when the car is to be used as an open car the seats can be completely extended across the car between the opposing side entrances, thereby utilizing the entire seating capacity of the car and causingit to conform to the conventional opencar form. I have provided devices to accomplish these results in connection with a certain form or style of seat shown in Figs. 15 to 21, inclusive, in which is shown a swingback seat having a single bench, the construction allowing of a reversal of the backs at trip ends in the usual way.

By means of the following construction a complete transverse seat isprovided for use when the car is converted into the open form, it being only necessary to lift out the swingback and seat-section to allow of a reconversion of the car to the closed form, leaving the longitudinal central aisle free to provide access to the fixed seats, when the detached sections can be stored away for future use.

At 44 are the fixed seat-sections, comprising the benches 45, fixed to the panel a and to the post 3, if desired, and supported at the ends by the legs 46, between which and the panel extend the braces or foot-rests 47 in the usual manner. The swinging seat-backs 48 are suspended to swing in the usual way between sockets 49 on the posts and lugs 50, formed on end brackets 51, secured to the benches 44 in the usual way. As thus constructed the seats can be used for travel in either direction in a closed car, the'central aisle 2 being clear for passage.

When the car is to be'converted to the open form, with seats traversing the car from side to side,'the detachable seat-section 52, comprising the bench 53 and leg 54, can be used, or used in conjunction with the detachable swing-back 55, which latter has the usual side brackets 56 and studs 57. To detachably secure the bench 55 between the ends of the benches 45 to close'the aisle 2 and provide a seat extending clear across the car, I fix to the ends of the bench53 outwardly-extending pins 58, which are adapted to be dropped into sockets 59, formed in a plate 60, which latter is let flush into the ends of the benches 45, the side rails 61 of the bench 53 being recessed, as at 62, to allowit to clear the brackets 51 on the benches 45. When in this position, the cross-bench is completed, the leg 54 being further secured to the flooring, if desired. To attach the back 55 in place, the studs 57 are let down into sockets or U-shaped bearings 63, formed on the inner side of the bracket-lugs 50, where said section is free to swing as desired, both of the backs 48 55 being provided with stops to hold them in position in the usual way.

In addition to the base-panel 15 and sashpanel 16 I provide a curtain 21 for use in summer to completely close the side opening or in winter to cover the sash-panel 16, which curtain has the usual cross bars or ribs 21, and which may be wound upon a sprin g-roller 22 in well-known manner.

Whenever a curtain or the like has been employed in cars of the open class, it has been placed vertically in line with the outside of the seat-panel or seat end, closely adjacent the top rail and signboard, (both of which are dispensed with in my construction and for which the combined ,top rail and panel 4 has been substituted,) and located completely outside of any additional device used to close up the side of the car. In my construction the curtain is located well within the car-body, out of the way of rain, &c., and being within the devices added to form closures for the car side can be readily used independently of them or in conjunction therewith, as before described. The casing for the roller is placed directly above the shoulder 8, formed on theinside of the posts 3, which shoulder is above the lower line of the top rail and panel 4 and removed some distance inwardly therefrom, the casing comprising the molding 25, running along the inside of the car, and the rail 2. which is fixed to the finishing-strip G of the post 3 when built up or to the post itself when made of one piece, the molding being fixed to the rail 24, to which latter the lower edge of the headliningt; is secured, as shown in Figs. 2 and 3. The pocket formed by the molding and rail is divided up into sections by the plates 23, on which plates the curtain roller 22 is mounted in the usual manner. The pocket within the molding is in direct-com munication with the upper end 26 of the groove 13, in which the cross-bars 2i of the curtain are adapted to move. In the preferred form, as shown in Figs. 2, 3, &c., the groove 13 and its branch 13, which latter is intended to receive the usual curtain-wire, extend along the side posts 3 to the sill, the posts being exterior to the panels a; but in Figs. 22 and 23 I have illustrated a panel having a vertical ontwardly-extending rib (1 produced thereon, either by forming the rib separately and securing it thereto or by casting it integrally therewith, the rib extending down to the base 22 of the panel near or to the flooring and which is provided with grooves 10 and 13 produced on one or both sides for the basepanel and curtain-slats, and which when the panel is thus formed constitute contin nations ot the grooves 10 and 13 to the flooring, the post 3 being shouldered, as at a, (dotted lines, Fig. 2,) to set on top of the rib (t', the lower portion of the post being conformed to pass inside of the panel (t and through the bench -15 37, as shown in dotted lines at a", same figure. In this way the cost of grooving the entire length of the post may be dispensed with, and all dangerof injury to the grooves, owing to their being formed in wood and exposed at the level of the panels to contact with passing vehicles, is entirely obviated. \Vith the car so constructed, when it is desired to produce a closed car the base-panels 15 are lowered to the position shown to the left 'in Fig. 3 and then the sash-panel 10 is lowered, and part of the trunnions 17 of said panel will ride through a portion of the groove 10, Fig. 5, and thereby the panels 15 and ltl will be brought into vertical alinement, the lower end of the sash-panel resting upon the upper end of the base-panel, as hereinbefore described; but the upper portion of sash-panel 10 will remain above the junction of grooves 10 and 11, as shown at the left in Fig. 2, the trunnions 17 and the head 18 keeping the parts in line.

\Vhcn it is desired to produce an open ear, the sash-panel 16 will be raised, whereupon its trunnions 17 will pass through the groove 11, (the frame of the panel being entirely clear of either groove,) so that the sash will lie under the roof 5, and then the base-panel 15 will be raised, and as it travels in groove 10 it will lie below the sash-panel 16, as shown at the right-hand portion of Figs. 3 and 4.

It is evident that the base-panel 15 can be let down while the sash-panel 16 is raised, if desired.

From the foregoing it will be understood that by making the two grooves 10 and 11 parallel, coincident, and intercommunieating for some distance and having them diverge at the storage-point and by having the trunnions on the sash to enter the deeper groove 11 the base-panel 15 and sash-panel16 will travel independently, and no switches are necessary to cause them to follow their respective grooves, while at the same time they will aline end on end when lowered to give the appearance of the usual car-body. By this construction the base-panel15 slides past the grooves 11 without any additional guide but the groove 10.

By having the double sash-panel hinged or articulated and supported on trunnions the same may conveniently lie under the curved roof of the car, because it will bend or break between its ends, and thus a narrower pocket or space for the same and a greater curve to the roof can be given than if the sash were rigid throughout.

From the foregoing description of the preferred form of construction of the side posts and the panels cooperating therewith it will have been apparent that the combination of a base-panelsuch as described and a trunnioncd sash-panel such as described, with intercommunicating grooves for a part of or their entire length, may be embodied specifically in forms other than that previously described. A form which embodies some of the previously-described features could comprise the two parts 3 and 8, either made in one piece or separately, as previously described, and provided upon their sides or faces with two grooves 10 11, both separated, the groove 11 being the outer one, and which would be adapted to receive the trunnions 17 for supporting the articulated sections of the sashpanel 16 and which would have on its end a belt rail or rib, such as 18, but wider, while the groove 10 would be adapted to receive the basepanel,either the self-supportingflexible sheet or plate with coacting ribs or the articulated panel shown in Figs. 11, 12, 13, and 14, as previously described. This latter form of post, groove, and panel may be substituted for that hereinbefore described, and in its operation the base-panel may be moved downwardly in the groove to close the lower portion between the opening in the posts, while the sash can be likewise lowered through the trunnions moving in the groove 11 until the rail 18 as modified rests completely on top of the upper edge of the base-panel 15, bridging the distance between the grooves 10 11 and completely closing up the space between them. In many respects the operation of this modified form of device is similar to that of the preferred constructionbefore described, with the exception, of course, that the separate panels move in separated grooves IIO in the posts, the features of a flexible basepanel moving entirely within the groove, and an articulated sash-panel moving on trunnions within another-groove in close proximity to the base-panel, the sash-panel being otherwise free from the groove to allow it to accommodate itself to the curve of the groove being preserved. While this form of construction has many advantages, it is yet open to the objection that the grooves being separated below the horn or extension 8 or between the points where the post extends substantially between the sides of the car increases the depth of the post and either compels the use of a wide-r car-body to accommodate it or some of the interior space of the car-body mustbe absorbed. I

It is true that the difference in depth between the posts having separated grooves and that previously described,in whichthe grooves are intercommunicating for the major portion of their length, does not amount to more than several inches under ordinary conditions; but

the saving of these several inches in depth of post, especially in cars designed for use in cities having narrow streets, is a factor of considerable importance. Besides there is a further consideration of unnecessarily added weight to the car and extra cost of material and workmanship, while in the duplex or intercommunicating form of grooved post this extra weight and cost of material, the depth of post, and cost of grooving the post are materially dispensed with..

I do not limit my invention to the precise details of construction shown and described, as they may be varied without depart-ing from the spirit thereof. Among other things it is clear that instead of making the horn 8 of the same piece of material of which the post is formed it can be built up or formed by a portion of the car.

Having now described my invention, what I claim is 1. A car having side openings, defined by upright posts, and groovesform ed in the sides of the posts opposing each other, combined with means for closing said openings comprising a panel moving bodily in and guided by said grooves, and another panel having trunnions projecting into the grooves by which said latter panel is guided up and down, the grooves being adapted to bring the panels into perpendicular alinement, substantially as described.

2. The combination in a car having side posts provided with a plurality of grooves, of panels movable between the posts, one of said panels moving bodily within the opposing grooves of said posts, the other panel being provided with trunnions or pins which move in the other set of opposing grooves, the latter panel being free of the grooves, except as to its trunnions, substantially as described.

3. The combination in a car having side posts provided with a plurality of grooves, of panels movable between the posts, one of said panels being flexible between its ends and moving bodily within the opposing grooves of said posts, and another panel having sections hinged together, said sections having out wardlyextending pins or trunnions which move in the other set of opposing grooves, the latter panel being free of the grooves except as to its trunnions, substantially as described.

t. A car having side openings, defined by upright posts, and grooves formed in the sides of the posts opposing each other, combined with means for closing said openings comprising a lower panel sliding in the opposing grooves,'and another upper panel guided by trunnions moving in a separate set of opposing grooves, the grooves being adapted to bring the panels into perpendicular alinement, substantially as described.

5. Acarhavingside openingsdefined by upright posts, a plurality of intercom m unicating grooves formed in the opposing sides of the posts, combined with means for closing said openings comprising a panel moving bodily in and guided by one set of said grooves, and another panel having trunnions projecting into the other set of grooves by which said latter panel is guided up and down, substantially as described.

6. Acarhavingsideopeningsdefinedbyup: right posts, and a plurality of grooves formed in the opposing sides of said posts,said grooves being as to each post of varying depth, conibined with means for closing said openings, comprising a panelmoving bodily in and guided by the set of grooves of less depth, and another panel having trunnions projecting into the grooves of greater depth by which said latter panel is guided up and down the posts, substantially as described.

'7. Acar having side openings defined by up right posts, and a plurality of grooves formed in the opposing sides of each of said posts, said grooves being intercommunicating for a portion of their length and divergent thereafter, combined with means for closing said opening, comprising a panel moving bodily in and guided by one set of said grooves and another panel having trunnions projecting into the other set of said grooves by which said latter panel is guided up and down, the divergent grooves separating the. panels in different paths, substantially as described.

8'. A carhaving side openings defined by upright posts, and a plurality of grooves formed in each of the opposing sides of said posts, said grooves being intercommunicating, and as to each set one groove being wider and the other deeper, combined with means for closing said openings comprising a panel moving bodily in each of the widegrooves, and another panel having trunnions projecting into the deeper set of grooves by which said latter panel is guided up and down the posts, substantially as described.

9. A car having side openings defined by up right posts, a plurality of intercommunicating grooves formed in each of the opposing sides IIS the other deeper, combined with means for closing said opening com prising a panel moving bodily in and guided by said wider set of grooves and another panel having trunnions projecting into the deeper set of grooves by which said latter panel is guided up and down, substantially as described.

10. A car having one or more side openings defined by upright posts, combined with separate panels adapted to close said opening, means on the opposing sides of said postsfor guiding said panels up and down said posts in substantial perpendicular alinement, and further means on said posts adapted to separate said panels and cause them to lie in different planes as said panels are bodily moved upward, substantially as described.

11. A car having side openings defined by upright posts, pockets or receiving-spaces formed above said openings between the-posts, a pluralityof independentpanels movable between said posts and in said pockets, and means carried by said posts adapted to cause said panels to be brought into substantial perpendicular alinement for a portion of the length of said posts, and further meansadapted to allow of a movement of the panels in said pockets and to separate them thereat and to cause them to lie in dilTerent planes therein, substantially as described.

19. A car having side openings defined by upright posts, grooves formed in the opposing sides of said posts, combined with means for closing said openings comprising a set of separate panels, the lower or base panel consisting of an exterior sheet of flexible self-supporting material backed by transversely-disposed ribs or cleats movable in the opposing grooves, and an upper panel consisting of two sections hinged together, said sections being provided with means for supporting them in the opposing grooves independently of the base-panel, substantially as described.

13. A car having side openings defined by upright posts, grooves formed in the opposing sides of said posts, combined with means for closing said openings comprising a set of separate panels, the loweror base panolcomprising a flexible sheet or body, and an upper panel consisting of two sections hinged together, said sections being provided with means for supporting them in the opposing grooves independently of the base-panel, substantially as described.

let. A convertible car comprising a body having posts, a roof, horns or extensions 011 said posts under said roof, said posts and horns or extensions having grooves that lie one at the bottom of the other and diverge and pass in separate lines along said horns or extensions, a lower section or panel guided in one pair of grooves, and a sash guided by the other pair of grooves, substantiallyas described.

15. A convertible car comprising a body having posts, a roof, horns or extensions on said posts under said roof, said posts and horns or extensions having grooves that lie one at the bottom of the other and diverge and pass inseparate lines along said horns or extensions, a lower section or panel guided in one pair of grooves, and a sash guided by the other pai r ofgrooves,said sash having two pertions pivotally connected together, substantially as described.

16. A convertible car comprising a body having side posts, a roof, horns or extensions on said posts under the roof, said posts and horns or extensions having grooves one at the bottom of the other that diverge at the upper part of the posts and pass in separate lines along the horns or extensions, lower sections or panels adapted to slide in one opposed pair of grooves, and a sash having pins adapted to travel in the corresponding pair of grooves and to lie one above the other beneath the roof of the car, substantially as described.

17. A convertible car comprising a body having side posts, horns or extensions on said posts under the roof, said posts having grooves one at the bottom of the other thatdiverge at the upper part of the posts and pass in separate lines along the horns or extensions, a lower section or panel adapted to slide in one opposed pair of grooves anda sash having pins adapted to travel in the corresponding pair of grooves and to lie one above the other beneath the roof of the car, said sash being composed of two portions pivotally con neeted together, substantially as described.

18. A convertible car comprising a body having side posts, horns or extensions on said posts under the roof, said posts having grooves one at the bottom of the other that diverge at the upperpart of the posts and pass in separate lines along the horns or extensions, a lower section or panel adapted to slide in one pair of opposed grooves and composed of flexible pieces, and a sash adapted to be guided by the other pair of grooves, said section or panel and sash being adapted to pass up under the roof, substantially as described.

10. A convertible car comprising a body having posts, a roof, horns or extensions on said posts under the roof, grooves leading along said posts and horns or extensions, a lower section or panel guided in one pair of grooves, and a sash guided by the other pair of grooves, said sash having two portions pivotally connected together, substantially as described.

20. A convertible car comprising a body having posts, a roof, horns or extensions on said posts under the roof, a pair of grooves one lying at the bottom of the other and extending along said posts and horns or extensions, the lower section or panel guided by one pair of grooves and composed of a flexi: ble plate having cleats, and a sash adapted to be guided by the other pair of grooves, substantially as described.

21. A convertible car comprising a body having posts, a roof, horns or extensions on said posts under said roof, said posts having grooves that lie one at the bottom of the other and diverge and pass in separate lines along said horns or extensions, a lower section guided in one pair of grooves and a sash guided by the other pair of grooves, a curtain carried by a spring-roller and pivotally disposed between a pair of horns or extensions, and grooves in said posts adapted to receive pins or projections extending from said ourtain, substantially as described.

22. A convertible car comprising a body having posts, a roof, horns or extensions on said posts under said roof, said posts having grooves that lie one at the bottom of the other and diverge and pass in separate lines along said horns or extensions, a lower section or panel guided in one pair of grooves and a sash guided by the other pair of grooves, the upper edge of the lower section and the lower edge of the sash having a corresponding bead and groove for one part to fit snugly upon the other, substantially as described.

A convertible car comprising a body having posts, a root, horns or extensions under the roof on said posts, said horns or extensions having grooves, and the posts a double groove one lying at the bottom of the other, said grooves being formed by steps 10, 10", in the post, and a strip 12 having steps 12, 12 secured along the side of the posts, substantially as described.

24. A convertible car comprising a body having posts, a roof, horns or extensions under the roof on said posts, said horns or extensions having grooves, and the posts a double groove one lying at the bottom of the other, said grooves being formed by steps 10, 10 in the posts, a strip 12 having steps 12, 12, secured along the side of the posts, said posts also having a groove 13 formed by a step 13 in the strip 12 and a cleat 14 secured upon the face of the post, substantially as described.

25. The combination of a post or stanchion for a car having formed therein a single groove comprising a plurality of depressions of varying depth, and a plurality of panels independently movable in said grooves, substantially as described.

26. As an article of manufacture, a post or stanchion for a car having formed therein two grooves, one opening into or communicating with the other for a portion of their length, and diverging from each other at a point intermediate their ends, substantially as described.

27. As an article of manufacture, apost or stanchion for a car having formed therein two grooves, one opening into or communicating with the other for a portion of their length and diverging from each other at a point intermediate their ends, one of the grooves being of greater length than the-other, substantially as described.

28. As an article of manufacture, a post or stanchion for a carhaving formed therein two grooves, one extending to the lower end of the post, the other being located within the former and being of less downward extension, both diverging from each other at a point intermediate their ends, substantially as described.

29. The combination of a post or stanchion for a car having two grooves formed therein one of greater width than the other, the lat 'ter being located within the former and of greater depth, and panels adapted to move in the separate grooves, substantially as described.

30. As an article of manufacture, a post or stanchion for a car, having two grooves formed therein, one of greater width than the other, the latter being of greater depth and located within the wider groove for a portion of the length of said wider groove, substantially as described.

31. A car post or stanchion having grooves formed therein, comprising a wide groove extending to the bottom of the post, and a narrower and deeper groove in the wider groove, said latter groove starting from a point above the termination of the wider groove, both grooves being parallel for a portion of their length, and diverging from each other above said parallel portion, substantially as described.

32. A car post or stanchion having an enlargement or horn at one end, and grooves formed in said post which are intercommunieating for a portion of their length,and which diverge from each other at and on said horn, substantially as described.

A car post or stanchion having an enlargement or horn at one end, grooves formed in said post which are intercommunicating for a portion of their length, which diverge from each other at said horn, and which are disposed in said horn on the arcs of circles, substantially as described.

34. A car post or stanchion 8 having an enlargement or horn 8 extending therefrom, and grooves 10, 11 formed therein, the groove 10 being of greater Width and extending from the bottom of the post to and along the inner edge of said horn, the groove 11 being within the groove lOand deeper and extending from a point above the end of groove 10 to and diverging from the latter at the horn, and extending along the horn above the groove 10, substantially as described.

35. A car post or stanchion 3 having an enlargem ent or horn 8 extending therefrom,and grooves 10, 11 formed therein, the groove 10 being of greater width and extending from the bottom of the post, to, and along the inner edge of the horn on the arc of a circle, the

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groove 11 being within the groove 10 and deeper and extending from a pointabove the end of groove 10 to and diverging from the latter at the horn, and extending along the horn above the groove 10 on the arc of a circle fora portion of its length of lesser radius than said groove 10, substantially as described.

36. A car post orstanehion having a portion extending away from the perpendicular, the post and extension having the two grooves 10 and 11 formed therein, and a curtain-groove 13 formed in the post between said grooves 10 and 11 and the inner edge of the post, said grooves 13 terminating substantially at the point of divergence of the extension, substantially as described.

37. A post comprising the part- 3, an added horn or extension 8, and grooves 10 and 11 formed in the said post and diverging atand upon said horn, a groove 13 formed in the post and terminating adjacent the point of divergence ot'grooves 1t) and 11, substantially as described.

38. A post comprising the part 3, an added horn or extension 8, and grooves 10 and 11 formed in said postand diverging at and upon said horn, a groove 13 formed in the post and terminating adjacent the point of divergence of grooves 10 and 11, combined with a curtain fixed adjacent the horn and termination of groove 133,and adapted to have one end moved therein, substantially as described.

351. A post comprising the part 3, an added curved horn orextension S, and grooves 10 and 11 formed in said post and diverging at and upon said horn, substantially as described.

40. A post comprising a part 3 having the steps 10", 1t), stepped strips 12 secured to the face 01' said .parts to form with the steps 10, 10, grooves therein, and a iinishing-strip 14 soon red to the inside face of the post to form with the strips 12 another groove, substantially as described.

41. A car-post comprising the part 3, a stepped recess formed in the inner transverse face of the post at the top by the riser 3 and shoulder 3", a horn 8 secured to said post and provided with interlocking surfaces to engage with said stepped recess, thehorn being flush at its side faces with the side faces of the post and with the riser and shoulder, and grooves on the part 3 continued on the horn, substantially as described.

-12. Acarhavingopeningsand opposingside posts, intercom m unicati n g grooves formed in said post-s, and panels adapted to move in said grooves, one of said panels moving bodily in one set of the grooves, the other having trunnions moving in the other grooves, substantially as described.

43. A car having side openings and opposing side posts, intercommunicating grooves formed in said posts, one of said grooves being deeper than the other, and separate panels, one of which is wider than the other and adapted to move bodily in the shallow grooves, the other having trunnions moving in the deeper grooves, the latter panel being free of the grooves, substantially as described.

it. A car having side openings and opposing side posts, said posts having grooves formed therein, the grooves being intercommunieating foraportion oftheirlength and divergent thereafter, and separate panels adapted to move in said grooves, substantially as described.

45. A car having side openings and opposing side posts, said posts having grooves formed therein, the grooves being duplex and intercotnmunicating for a portion of their length and divergent thereafter, and separate panels adapted to be moved in and brought into vertical alinement in the duplex portion of said groove and separately from each other in the divergent portion, substantially as described.

46. A car having side openings and opposing side posts, said posts having grooves formed therein, the grooves being duplex or intercommunicating for a portion of their length and divergentthereafter, a lower panel adapted to move bodilyin one of said grooves, and an upper-sash panel having articulated sections provided with trunnions, said trunnions moving in the other of said grooves with the sash clear of both grooves, substantially as described.

47. A car having side openings and opposing side posts, said posts having grooves formed therein, the grooves being duplex or intercom n1 unicating for a portion of their length and divergent on curved lines thereafter, a lower panel adapted to move bodily in one of said grooves, and an upper-sash panel comprising a lower deep and an upper shallow sash both hinged together and provided with trunnions which move in the other groove with both sashes clear of both grooves, substantially as described.

48. A car, adapted to be converted into an open or closed car by means comprising side sections formed in separate parts, and posts having opposing grooves extending under the roof of the car, said grooves where they lie under the roof being disposed in differenthorizon tal planes, and where they are perpendicularly disposed, or substantially so, being dis posed in the same horizontal plane, the separate parts of the side sections standing in alinement in the perpendicular portion of the grooves, and in theseparate grooves under the roof, substantially as described.

49. A car having posts With opposing grooves, and apanel comprising a single flcxible sheet or plate of self-supporting material adapted to move in said grooves, substantially as described.

50. A car having posts with opposing grooves, each of said grooves being in part straight and curved, and a panel comprising a single flexible sheet or plate of self-supporting material adapted to move in the straight and curved portions of said grooves, substantially as described.

the sheet to move in said grooves, substan-.

tially as described.

53. A car having posts with opposing grooves curved in part and a flexible sheet or plate of self-supporting material forming an exterior car-panel having longitudinallydisposed spaced cleats or ribs secured tosaid sheet on the inside thereof relative to said curve, substantially as described.

54. A, car having openings therein, grooves disposed about said openings and a single sheet of flexible and self-supporting material adapted to move in said grooves to wholly or partly close said opening and to form an exterior panel of the car, substantially as described.

55. A car having an opening therein, grooves disposed about said openings, and'a flexible sheet of self-supporting material having ribs or cleats secured thereto and adapted to move in said grooves to close said opening, substantially as described] 56. A car having an opening therein, grooves disposed about said opening, and a flexible sheet of self-support ing material having longitudinally disposed and spaced ribs or cleats secured thereto and adapted to move in said grooves to close said opening, substantially as describ'ed.

57. A flexible sheetmetal panel, combined with grooved supports partly straight and partly curved for supporting said panel, and

additional means for stiffening said sheet transversely, said means moving in the groove conjointly with the panel, substantiallyas described.

58. A flexible sheet-metal panel having transversely-disposed ribs or cleats secured thereto, combined with guides for movably supporting the said panel, substantially as described.

59. A flexible panel composed of a single and homogeneous sheet of metal of sufficient thickness to constitute a self-supportin g body, and posts having opposing grooves curved in part for movably supporting the said panel, the panel being adapted to be transversely flexed by the curved portions of the groove and to move freely up and down therein, substantially as described.

60. A car-panel comprising a single homogeneous sheet of flexible metal having transversely-disposed ribs or cleats secured thereto, combined with guides for movably supporting the panel, substantially as described.

61. A flexible base-panel of self-supporting material having transversely-disposed ribs, secured on one side, and a flexible fabric secured on the ribs to cover the panel, substantially as described.

62. A car having posts with opposed grooves formed therein, a panel of self-supporting material having transversely-disposed ribs secured on the inside of said panel, the latter being exposed, a sheet of flexible fabric secured over the ribs, the panel and ribs working in the grooves, substantially as described.

63. A compound'sash comprising the sections 16, 16, hinged together, the section 16 being shorter, the sections having side pieces 17, trunnions extending from the side pieces of section 16" at or near the cross-pieces thereof, and a single trunnion extending from the side pieces of section 16 at or near its crosspiece only, substantially as described.

64. The combination of grooved posts and a perpendicularly-separable panel 15, 16, the panel 15 having a top rib 18, an intermediate and longitudinal bead 16 on the top rib, and a superposed and mediately-located groove in the lower cross-piece of panel 16 to receive the bead, substantially as described.

65. The combination with the fixed benches 45 the ends of which oppose each other, said ends having the upright brackets 51 having U-shaped bearings, the detachable swinging back 55, and means for rotatably and detachably securing the back in said bearings, substantially as described.

66. The combination with the fixed benches having the brackets 51, the detachable back 55 having the frames 56 and studs 57 on the frames, enlargements 50 on the brackets, and an open recess in the enlargements to receive the studs, substantially as described.

67. The combination with the opposing ends of the fixed benches 45, having detachable plates 59 in their said ends adjacent their longitudinal edges, the plates being provided with bearings or recesses opening upwardly, of the detachable bench 53 having the outwardly-extending studs 58 on its cross-pieces for detachable engagement with the said recesses on the opposing fixed seat ends, substantially as described.

68. A car having upright posts 3 having the horns or extensions 8, the ventilator-rail 9 secured to the inner end of said horn, the panel 4 secured at the outer side of said posts, the carlines secured at their ends to the rail9 and panel 4, the roof 5 secured to said rail 9 and panel 4, the rail 24 secured to the inner side of the posts adjacent the panel 4, and the inner lining 6 extending between the rails 9 and 24, substantially as described.

69. A car having transverse seats and side posts at the ends of the seats, said posts defining the sides of openings in the car side extending from the floor upward, the posts having a plurality of opposing grooves extending Wholly or in part to the floor, said grooves being exterior to the seat ends, a curtain movable in the inner of said grooves to close the space between the flooring and posts, and a plurality of panels adapted to work in the outer set of grooves to close the said space, both the curtain and panels being independently movable, substantially as described.

70. The combination with the arms orsupports 51, and the back 55, the arms having enlargements 50, upwardly-opening recesses 63 in said enlargements, and studs secured to said back for engagement with said recesses, substantially as described.

71. The combination with the fixed seats of the detachable seat-section 52 having the seat 53 and central leg 54, the lugs 58 extending from the ends of the seat 53, one on each side of the center of each seat, and the plates 59 having the recesses secured to the ends of the seats i5 and adapted to let in the lugs 58 from above, substantially as described.

72. The panel to, having the rib a on its exterior, and grooves 10 and 13 formed in its sides, the post having a shoulder a resting on the rib a, and having grooves 10, 13 alining with the rib-grooves, and an extension (4 of the post passinginside of the panel a, substantially as described.

73. A flexible sheet-metal panel having an exterior surface artificially oxidized to conform to the color scheme of the car, combined with grooved supports partly straight and partly curved for supporting said panel, and additional means for stiifening said panel transversely, said means moving in the grooves conjointly with the panel, substantially as described.

7-t. A flexible sheet-metal panel having its exterior surface artificially oxidized, said panel having transversely-disposed ribs or cleats secured thereto, combined with guides for movably supporting the said panel, substantially as described.

75. A flexible panel composed of a single and homogeneous sheet of metal of sufficient thickness to constitute a self-supportingbody, the exterior surface of said panel being artificially oxidized, and posts having opposing grooves curved in part for movably supporting the said panel, the panel being adapted to be transversely flexed by the curved portions of the groove and to move freely up and down therein, substantially as described.

70. A car-panel comprising a single homogeneous sheet of flexible metal having transversely-disposed ribs or cleats secured thereto, the exterior surface of said panel being oxidized, combined with guides for movably supporting the panel, substantially as described.

77. A flexible sheet of metal of sufficient thickness to constitute a self-supportingbody artificially oxidized on the exposed side to conform, Without the use of paint, to the color scheme of the car or other vehicle, combined with grooves for supporting the said sheet, said sheet being adapted to slide into said grooves, substantially as described.

78. A flexible sheet of self-supporting metal oxidized on the exposed side to conform, Without the use of paint, to the color scheme of the car, ribs secu red transversely to said sheet of metal, and grooves in part straight and curved formedin supports for said sheet, substantially as described.

'79. A brass plate or other colored metal, oxidized on its exposed side to conform, without the use of paint, to the color scheme of the car, said plate being provided with transversely-disposed ribs or cleats,combined with grooves formed in suitable supports for movably guiding said plate, substantially as described.

80. A self-supporting and flexible plate of brass, oxidized on its exposed side to conform, Without the use of paint, to the color scheme of the car, ribs secured transversely to said plate on the side opposite its oxidized surface, and posts having opposing grooves in which said plate and ribs are movable, substantially as described.

Signed at the city of Philadelphia, county of Philadelphia, and State of Pennsylvania, this 16th day of September, 1808.

J OIIN A. BRILL.

Vitnesses:

II. IIARRoP, IT. M. EMERY, Jr. 

